Hand brake



J. F. OCONNOR.

HAND BRAKE. APPLICATION FILED JUNE 30,192I.

Patented July 4, 1922.,

3 SHEETSSHEET I.

J. F. OCONNOR.

HAND BRAKE.

APPLICAHON FILED JUNE 30. 1921.

Patented J uly 4, 1922.

3 SHEETS-SHEET 2.

J. F. O'CONNOR.

HAND BRAKE.

APPLICATION FILED JUNE 30, 1921.

1,42 1,823. Patented July 4, 1922.

3 SHEETS-SHEET 3.

L I I tenures stares PATENT @F-FHQIE.

JOHN F. OCON NOR, OF CHICAGO, ILLINOIS,- ASSIGNOR TO WILLIAM: H. IJIINER, 0F CHAZY, NEW YORK.

HAND Ban Application filed June 30,

To all whom it may concern.

Be it known that 1, JOHN F. OCoNN'oR, a citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented a certain new and useful Improvement in Hand Brakes, of which the following is a full, clear, concise, and exact description, reference being had to the accompanying drawings, forming a part of this specification.

This invention relates to improvements in hand brakes.

One object of the invention is to provide a hand brake especially adapted for railway cars of an eiiicient, powerful and economical construction.

More specifically the object of my inven tion is to provide 3. hand brake of the character indicated wherein is obtained automatically and progressively a change from an initially high speed low leverage ratio to an ultimate slow speed high leverage ratio in the tightening of the brake chain.

Other objects of the invention will more clearly appear from the description and claims hereinafter following.

In the drawings forming a part of this specification, Figure 1 is an end elevational view of my improved mechanism, showing its application tothe end wall of a railway car. Fig. 2 is a top plan view of the construction shown in Fig. 1, the wall of the Ca however, being shown in section. Fig. 3 is a vertical sectional View corresponding substantially to the section line 33 of Fig. 1. Fig. 4 is a view similar to Fig 1 llustratin another embodiment of the invention. Fig. 5 is a horizontal sectlonal view corresponding to the line 55 of Fig. 4. Fig. 6 is an edge elevation of the structure illustrated in Fig. 4, the wall of the car being shown in section. Fig. 7 .15 a view similar to Fig. 1, illustrating a still. further embodiment of the invention. Fig. 8 is a view similar to Fig. 2 but illustrating the modification shown in Fig. 7 and Fig. 9 is an edge elevation of the structure shown n Fig. 7, the wall of the car being shown 1n section.

Referring first to the construction shown in Figures 1, 2 and 3, the mechanism 15 shown as applied to a car wall 10. The mechanism comprises, broadly, a fixed sup- Specification of Letters Patent.

Patented July 4., 1922.

1921. Serial No. 481,556.

port or bracket A; a hand wheel B; a pull rack or bar C; a gear or pinion D; a release lock lever E; and a travelling housing F.

The support or bracket A may be of any suitable substantial construction and, as shown, is formed with a main fiat back wall 11, secured to the wall 10 of the car and with an outwardly spaced heavy front wall 12, suitably united to the main back wall 11 by webs 13 and 14.

Each of the walls 11 and 12 of the bracket is formed with parallel or alined arcuate recesses 15-15, the same being so disposed that the lower portions thereof are adjacent the pull-bar C and substantially tangential thereto. Said recesses 15 are curved from their lower portions upwardly and thence in a generally horizontal direction away from the pull bar C as clearly shown in Fig. 1. At their upper termini the recesses 15 are slightly offset as indicated at 16 to rovide a depression for the purpose hereinafter described.

What may be termed the lower or bottom edges definingsaid recesses 15 are provided with rack teeth 1717 thus forming arcuate parallel racks.

The outer wall 12 of the bracket A is formed with'an additional slot or recess 18 alined with the corresponding recess 15 but narrower than the latter so as to provide bearings for the rolling hub or journal of the handwheel B.

The pinion or gear D is of common form and is of such length that the ends thereof extend within the recesses 15 and has its teeth in mesh with the rack teeth 17. The diameter of the gear D is made to correspond with the width of the recesses 15 so that the latter form guides for the gear when the latter is rolled backand' forth within the recesses 15 as hereinafter described.

The hand wheel B is, or may be, of any desired form and preferably with a hub of a diameter corresponding to the width of the recess 18. Said hand wheel 13 is rigidly secured to the gear D by any suitable means such as the bolt 19 so that the rotation of the gear upwardly along the recesses 15 is effected by turning the wheel B in a clockwise direction.

The housing F consists of a main portion 20 forming an elongated hollow box of rectangular form in which is slidably mounted and guided the correspondingly shaped pull rack C. In its lower end, the housing F is provided with laterally extended flanges or wings 21-21 which have apertures to receive the gear D therethrough and allow free rotation of the latter therein. In this manner, it is evident that the housing F will travel bodily in unison with the bodily travel of the gear D. Said housing F is located between the walls 11 and 12 of the bracket A and consequently is adapted to be guided by the latter as the housing shifts its position in traversing cross-wise of the bracket A.

The pull bar or rack C has connected thereto, at its bottom end, the corresponding end of the brake chain 22, it being understood that the said brake chain passes around a sheave wheel located on the end sill of the car and thence to the brake rigging proper in a well-known manner. Said pull bar C is provided with a straight rack 23 on the side thereof adjacent the gear wheelD so as to mesh with the latter, it being understood that the housing F is suitably cut away so as to allow the gear and rack to mesh.

, The release lever E is pivotally mounted on a suitable pin 24 carried by the wings 21 of the housing. Said lever E extends upwardly between the walls 11 and 12 of the bracket A and above the top edge of the wall 12 so as to be readily accessible, said lever having a suitable knob 25 by which it is grasped by the brake-man. At its lower end, the lever E is formed with a preferably integral paWl 26 adapted to engage with the gear wheel D so as to lock the parts in adjusted position as hereinafter described. The position of the lever E is such that itnormally tends to hold the pawl 26 in cooperative relation with the gear, under the influence of gravity, although allowing the gear D to rotate freely in a clockwise direction.

The operation is as follows, assuming the parts to be in the position shown by Fig. 1, in which condition the brake will be in release. The brake-man rotates the wheel B in a clockwise direction, thus causing the gear D to travel bodily up and along the fixed racksv 1717 As the gear wheel D is thus rotated the rack C will be pulled upwardly at a speed which combines the speed of bodily travel of the gear and the peripheral speed of the gear with respect to its individual axis. Owing to thefact that the lower portions of the fixed rack 17 extend in a substantially vertical direction or parallel to the rack C, the initial pulling-up speed of the rack C will be comparatively high although at a low leverage ratio. This is of particular advantage in taking u the usual slack found in the brake chain. s rotation relatively very slow spee .of the fixed racks as in icated at 117 in Fig.

1, no further vertical bodily movement of the gear D will occur and consequently the pulling-up speed of the rack C will be reduced to that corresponding to the pe-' ripheral speed of rotation of the gear about its individual axis with a consequent increase in the leverage ratio. As the movement of the gear D continues from the substantially horizontal portion 117 of the fixed racks down into the depressions 16, the gear D will be moving verticall downward at a while the rack C will continue to be pulled on account of the rotation of the gear D about its individual axis. The net speed of upward movement of the rack C, however, as the gear D passes from the portions 117 to the depressions 16 of the fixed racks will be the difference between the vertical upward movement imparted to the rack by the gear D rotating about its individual axis and the downward rack C and consequently with respect to the fixed racks 17. The parts are released by swinging the lever E in a counter clockwise direction. The release may be effected fully and suddenly by merely pulling the lever E or it may be gradually effected under control by disengaging the pawl 26 and holding back on the hand wheel B.

As will be understood by those skilled in the 'art, the contour of the fixed rack 17 may be-varied at will to provide for any desired operation. As apparent from the preceding description, the change from a high speed low leverage ratio to an ultimate low speed high leverage ratio occurs automatically without any attention on the part of the brake-man or manipulation of any extra parts.

Referring now to the construction shown in Figs. 4, 5 and 6, the arrangement comprises a support or bracket A; an operating ratchet lever B; a pull-up bar or rack C; a release locking lever E; a travelling housing F; and a gear D.

The bracket A has inner and outer walls 111 and 112 provided with arcuate recess 115 and curved racks-17 similar to the corresponding parts of the structure shown in Figs. 1, 2 and 3. The gear wheel D is mounted and travels in the same manner as the gear D and is adapted to cooperate with the rack C in the same manner.

Instead of effecting the rotation of the gear wheel D by a hand wheel, I prefer to employ a ratcheting arrangement which consists of an operating lever B pivotally attached as indicated at to a yoke 31 which loosely encircles a ratchet wheel 32 secured to an extended hub of the gear wheel D on the outer side of the wall 112 as clearly shown in Fig. 5. Said leverB is formed at its inner end with an operating pawl 33 cooperable with the ratchet wheel 32. By swinging the lever B in thedirection indicated by the arrow as it is evident that the gear D may be rotated step by step in a clockwise direction, thus causing the gear D to travel and pull up the rack C in the same manner. 7

The housing F is similar to the housing F except that it is provided with an outwardly extended flange 34 which is then bent as indicated at 35 parallel to the wall 112 and forming a suitablebearing for the outer end of the gear wheel D.

The principal difference in the construction shown in Figs. 4 to 6 as compared to that shown in Figs. 1 to 3,'resides in the means which I have provided .for always maintaining the housing F in a verticalposltion. As shown, these means comprise an arcuate groove or'track 36, formed on the bracket A and a pin or lug-37 rigid with the housing F which travels in the track 36. The track 36 is arranged parallel to the recesses 115 so that, as the lower end of the housing F journaled on the gear wheel I) is shifted, a corresponding restraining parallel shifting of the upper end of the housing F will be compelled as the pin 37 travels along the track 36.

Referring next to the construction illustrated in Figs. 7, 8 and 9, the general arrangement of bracket A gear wheel D re-' cesses215, fixed racks 217, guide track 236 and guide pin] 237 are .substantially the same as the corresponding parts shown in Figs. 4, 5 and 6.

Instead of employing a ratcheting mechanism for rotating the gear'wheel D I employ a hand wheel B similar to the hand wheel B shown in Fig. 1.

One of the princi al differences in the construction shown in igs. 7, 8 and 9 as compared with the other two forms heretofore described, resides in the pull-up rack C which is formed as best indicated in 9 so as to provide two parallel arms 4242. The housing F is correspondingly formed to receive said arms 42, as illustrated. In addition, I employ two locking dogs 226 on the release lever E to cooperate with teeth 40 formed on the outer edges of the arms 42, the release lever E being pivoted to the housing F as indicated at 41.

On account of the housing F being designed to accommodate the forked pull-up rack C said housing may be made to straddlethe outstanding arm or wall 212 of the bracket A instead of having the housing F 2 guided entirely between said outer wall 212 and the inner wall 211. Because of this construction it is advisable to duplicate the guide tracks 236 and pins 237 on opposite sides of said wall 212 as illustrated in Fig. 8. The operation of the constructions shown in Figs. 4 to 9 inclusive will be understood without a detailed description thereof, in view of the detailed description of the operation of the. construction lllustrated in Figs. 1. 2 and 3.

I have herein shown and described the preferred manner of carrying out my invention but I am aware that various changes and modifications ma be made without departing from the spirit of the invention. All such changes and modifications are contemplated as come within the scope of the claims appended hereto.

means for rotating said gear; and means for locking the parts against a release movement.

2. In a brake mechanism of the character described, the combination with a flexible element adapted to be connected at one end with the brake rigging proper and arack by which said element is adapted to be pulled at its opposite end; of a fixed bracket having an arcuate rack thereon; a travelling gear in mesh with both of said racks; means for rotating said gear to tighten the flexible element; and means for locking the parts against a release movement.

3. In a brake mechanism of the character described, the combination with a flexible element adapted to be connected at one end with the brake rigging proper and a rack by which said element is adapted to be pulled at its opposite end; of a fixed bracket having a rack extending for a portion of its length in a direction generally parallel to the initial line of pull on the flexible element and gradually changing to a direction generally transverse to said line of pull; a gear in mesh with both of said racks; means for rotating said gear; means for locking the parts against a release movement and a travelling housing in which said first named rack is slidably mounted and in which said gear is rotatably mounted.

4:. In a brake mechanism of the character described, the combination with a flexible element adapted to be connected at one end with the brake rigging proper and a rack by which said element is adapted to be pulled at its opposite end; of a fixed bracket having an arcuate rack thereon; a travelling gear in mesh with both of said racks; means for rotating said gear to tighten the flexible element; means for locking the parts against a release movement; and a travelling housing in which said first named rack is slida-bly mounted and in which said gear is rotatably mounted.

' 5. In a brake mechanism of the character with the brake rigging proper and a rack by which said element is adapted to be pulled at itsopposite end; of a fixed bracket having a! rack extending for a portion of its length in a direction generally parallel to the initial line of pull on the flexible element and gradually changing to a direction generally transverse to said line of pull; a gear in mesh with both of said racks; means for rotating said gear; and means for locking the parts against a release movement, including, a lever and a dog.

6. In a; brake mechanism of the character described, the combination with a flexible element adapted to be connected at one end with the brake rigging proper and a rack by which said element is adapted to be pulled at its opposite end; of a fixed bracket having an arcuate rack thereon; a travelling gear in mesh with both of said racks; means for rotating said gear to tighten the flexible element; and means for locking the parts against a release movement, including, a manually operable lever and a locking dog.

7 In a brake mechanism of the character described, the combination with a rack adapted to pull a brake chain or the like, said rack normally extending vertically; of

' a fixed bracket adapted to be secured to a wall of a car or the like, said bracket having a rack extending partially in a generally vertical direction and gradually changing to a direction substantially horizontal; of a rection; a travelling gear in mesh with both of said racks; means for rotating said gear;

a housin in which said pull-up rack is vertically slldable, said housing being journaled on said gear; and cooperating means on said bracket and housing arranged to maintain said housing always in a vertical position.

9. In a brake mechanism of the character described, the combination with a rack adapted to pull a brake chain or the like, said rack normally extending vertically; of a fixed bracket adapted to be secured to a wall of a car or the like, said bracket having a rack extending partially in a generally vertical direction and gradually changing to a direction substantially horizontal; a

gear in mesh with both of said racks; a

housing in which said first named rack is guided, said housing travelling in unison with and being mounted on said gear; cooperating means on said bracket and said housing for guiding the latter always in a vertical position; and locking means for retaining the parts in adjusted position, said locking means including a release lever pivotally mounted on said housing and a dog adapted to engage said gear.

In witness that I claim the foregoing I have hereunto subscribed my name this 23rd day of June, 1921.

JOHN F. OCO'NNO'R.

Witnesses:

CARRIE GAILING, ANN BAKER. 

